I like the new 7-Series, but I can confirm that both Jaguar and Lexus will surpass it. Lexus people have targeted the S-Class (proof exists of that) and I definitely know of our own targets. The X351 update (I contributed to in late 2013) for MY2016 will only tide the XJ over for the next few years, when the G11/12 7-Series will be properly obliterated by us...
The V12 powered 7er will arrive next year of course and will be offered to US customers for the 2017 model year as the 760i (G12). This was not confirmed to me, but to my mother.
There are already some leaked pics out there of the new 7 Series on other forums...and let me just say, it doesn't look that impressive. As with past 7 Series models, it looks inside and out as nothing more than a longer, bigger 5 Series.
These new features are certainly cool from a marketing perspective, but I question the practical aspects of them, as well as the relevance of them on a full-size luxury sedan. Remote control parking for example, I see that as possibly posing a BIG security issue. What if someone hacks your remote/key? What then? What if your kids get a hold of the key and play with it? What happens if you crack the LCD on the "key" or remote? I don't think very many consumers in the full-size luxury segment have desired a remote control parking feature. Now yes I understand this segment is all about offering new and world-first features that consumers don't even know yet that they want. However I see this specific feature as a very big gimmick. Automated parking where you sit in the car and it does it for you? That's awesome, and that was a world first years ago on the LS. This however just doesn't have the same impact, even though technically it's a similar sort of technology.
The gesture technology in the interior I find problematic as well. Will be the feature be always-on or not? Even if not, when the feature is on, what if you forget about it and while making movements with your hand during regular interior functions, you accidentally active various unwanted functions via gestures? How will the system differentiate gestures from non-gestures?
I also found it ironic how the video and press release are boasting about such "new" and "unparalleled" features such as self-levelling air suspension, or a touch-screen nav. Competitors in the segment have had these features for many years now.
The use of carbon fiber in such an integrated way in the body structure of the car is very interesting. However that means fixing any damage to the vehicle will be very expensive and complex. I know that's of little concern in this segment, but using such a unique process for the body structure means that almost all non-dealer body shops will be out of the question. I predict that not even all BMW dealers or BMW collision centers would be equipped to fix the body of this new 7. This would make it a hassle for owners, were the car to sustain significant damage.
Overall I'm not very impressed with the new 7 Series (having seen the leaked pics from other sources). To me it doesn't match up successfully with the S Class, and I think the next-gen LS will blow this away.
The gesture control and the remote control parking I see as features that are primarily aimed at the young generation. The only problem is, young buyers in this segment are extremely rare.
I have been acquainted with the 7-Series my entire life and BMW, as my grandfather imported and sold BMWs in the 1970s-80s (owned E3, E23, and E32 7er), and my mother a 7er driver since the E38 (BMW driver since E21 3-Series). BMW was the first non-Japanese automaker to offer a touchscreen integrated GPS navigation system in 1994 for world markets on the E38 7-Series and first automaker in the US in 1996.
In my opinion, that is Japanese technology and Japan has not been given there due credit for that, since these touchscreens were introduced in February 1990 on Mazda's Cosmo and to Toyota in May 1991 on the Soarer (Lexus SC). The LS has had this technology since August 1992 via the Toyota Celsior CF, but Lexus dragged their feet and waited until October 1997 to offer that in Europe and the US AFTER BMW.
BMWs solution, offers 3-different ways to control the iDrive system. Voice recognition, iDrive controller, and now once again, a touchscreen. This was last offered on the E38 in 2001. MazdaConnect already offers this to a degree, as well as Hyundai in the new DH Genesis and Kia K9/Quoris/K900. The S-Class, LS, A8, and outgoing 7-Series do not. Thus, BMW is "first" again by default, even if Mazda and Hyundai/Kia offer similar.
In current Lexus models, you only have the Remote Touch controller/Touchpad and voice recognition. BMW intentions are not to make it seem as if the touchscreen is a novel idea. When Mercedes-Benz launched COMAND in October 1998, at the time BMW was settling on the final design of iDrive, parallel to E65 production design development. I cannot recall if and why Bangle had mentioned if BMW hypothesized a solution in 1998 with both touchscreen and iDrive conroller, but backed out of it due to complexity and ease of reach. The gesture control will be interesting to say the least, in being a fourth option.
E38 7-Series 1994-98 version w/touchscreen.
1990 Mazda Cosmo's multimedia touchscreen
1991 Toyota Soarer EMV touchscreen
The world's first backup camera in a production car, 1991 Toyota Soarer!
1992-1994 Toyota Celsior CF with GPS Navigation touchscreen (too bad 1993 LS400 didn't get this)
Many features were omitted or not offered elsewhere, which Lexus still does with L-select.
Also, BMW has had this Remote Control Parking feature developed a decade ago. Implementation is the key here, as Toyota did introduce IPA in 2003-04, but their solution was soon surpassed by competitors by the time 4LS launched in September 2006 in Japan (October in the US). BMW also had developed their own "self-parking solution" by 2003-04, but took many years to launch it in early 2010
Doesn't seem like this model will have the tech to put in in the same league as the S class. More like a heavy refresh of the current model.
It is on a new 35up platform and took a little over 36 months from design approval in mid-2012. That's a full redesign, but evolutionary. I would blame Adrian van Hooydonk and whoever gave him his directives for the design process back in 2010-11.
...........and even the current one, IMO, sure looks a lot better than the one Chris Bangle screwed up almost 15 years ago.
Bangle didn't almost screw up the E65 7-Series of 2001.
During the E65 design programme between March 1997 and January 1999, one could blame Bangle for giving most of the directives that led to a complex design. Adrian van Hooydonk, then merely a BMW exterior designer and responsible for the E65 concept, is not to fully blame for how that car turned out nor is Bangle.
Bangle ensured between 1997 and circa June 1998, that van Hooydonk's proposal came out on top. In the summer of 1998, van Hooydonk's design surely won BMW's design competition and the next several months were spent preparing it for the design freeze.
Come late 1998, it was very obvious that due to packaging considerations, that van Hooydonk's sporty, rakish, and futuristic design proved to complex to manufacture without extreme cost.
1997 E65 7-Series Design Programme sketch by exterior designer Adrian van Hooydonk (now head of BMW Group Design as of 2015)
1998 E65 sketch by Adrian van Hooydonk
1999 E65 sketch by Adrian van Hooydonk
By the end of January 1999, the new 2002 7-Series under project name E65 was frozen for 2001 production and no more body design changes permitted. BMW's Wolfgang Reitzle was disappointed with the result, intending to revise it after "succeeding" Chairman Bernd Pischetsrieder was fired. He left by February 8, 1999 over board politics, just some weeks after the design freeze for a car due for launch on November 17, 2001.
Work begun on a previewing concept, in the form of the Z9 GT (later became E63 6-Series). Bangle was not aware of any possible controversy, until the X-Concept of January 2001 and disgust at the E65 upon press release in July 2001. The new 5-Series, 6-Series, 1-Series, and X3 were already designed by then and had to go as planned.
Between 2002 and 2004 BMW management slowly ended the "Revolution". Starting in 2002, with favouring a tame E90 3-Series design proposal from veteran BMW designer Joji Nagashima in early 2002, rapidly redoing and toning down a facelift for the first generation X5 LCI (late 2003 launch) by mid-2002, and selection of an evolutionary design proposal for the E70 X5 (second generation) in late 2003.
Bangle was removed from day-to-day BMW Brand Design duties and van Hooydonk put in his place in early 2004. Bangle left in February 2009, exactly one month before BMW chose the final design for the current 3-Series on March 3, 2009.
My point is, that he did not necessarily screw-up the 7-Series. BMW engineers ruined the concept and Bangle did successfully fight to ensure that he maintained van Hooydonk's vision of the car. In fact, he gave the E38 the most beautiful facelifts for 1999 and 2001 (see example below), when final design work on the LCI (Life-Cycle Impulse)/facelift for September 1998 (MY1999) was approved by the end of 1996, 4 years after he arrived on October 1, 1992.
He based that on his then recently signed off E46 3-Series (Jan. 1996), having "hooded" headlights and implemented them on the top model. Below is design of the E38 in 1990-1991, back when BMW's design chief was in prison and Bangle was at Fiat.
1990 E38 Design Sketches by Boyke Boyer
1990-91 E38 Clay model development
Boyke Boyer with E38 Tape Drawing in 1991
April 1993 photo of E38 prototype
1994-1998 E38 7-Series - (1994 photograph)
1998-2001 E38 7-Series (1999 750iL on the right, 2001 740i on the left)
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